Airplane motor



March 21, 1950 F'. M. cHRisTlAN 2,501,315

AIRPLANE MOTOR Filed Feb. 9, 194s 4 sheets-sheet 1 1N VEN TOR.

March 21, 1950 F. M. CHRISTIAN 2,501,315

AIRPLANE MOTOR Filed Feb. 9,- 1948 4 Sheets-Sheet 2 UH HH U H [l HH] a a4 j@ rraAwf/S.

March 21, 1950 F. M. CHRISTIAN AIRPLANE MOTOR 4 Sheets-Sheet 5 Filed Feb. 9, 1948 JNVENTOR. 'Fe/1K1?. @Q6/*7445 BY .rramvf/f.

March 21, 195o M CHRISTMN 2,501,315

AIRPLANE MOTOR Filed Feb. 9, 1948 4 shee1s-shee1 4 32 ze i"- iwf/vra@ Z' i? L-jf @4A/KM @e6/7PM.

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Patented Mar. 2 1, 1950 'ulvlrtio .STATES- PATENT cfr-FICE -AIRPLANE MOTOR Frank M. Christian, Ventura,' Calif. Application February 9, 1948, Serial No.7;242

12 Claims. vl

My invention relates to airplane motors, and included in the objects of my invention are:

"First, to provide an airplane motor which employs air scoops or vanes rotated about an axis approximately parallel to the leading edge of the airplane wing and til'table about 'the planetary axes between radially extended and retracted positions to .impel 'the air rearwardly and upwardly against the underside 'of "the wing, not only 'to propel the aircraft forwardly but also to laid in the lift thereof.

Second, to provide an airplane motor which incorporatesl a tilting blade type of power unit and novelly arranged propelling elements directly coupled to the tiltable blades.

Third, to provide i .an airplane motor which may be supplied with pressure fluid'from a power plant of the type disclosed in my copending application Serial No. 791,440, led'December 12,

Fourth, to provide an airplane motor which is particularly simple and economical of construction and' operation and adapted to produce a maximum amount of thrust without necessitating high operational speeds, thereby not only reducing noise but also excessive wear and vibration.

With the above andy other objects in view as may alfipear hereinafter, vreference is directed to vthe* accompanying drawings in which:

Figurel is a diagrammatical'plan yview of *my airplane 'motorand associatedpower plant shown in its-'relation toian airplane.

:Figure/2 is an `enlarged'fragmentary sectional View through 2-2 of-Figure 1.

'Figure 3 isa-view/taken Yfrom the line 3-3 of Figure 2 showing the couplingY between the .airplane motor and its source of pressure fluid.

Figure 4 is an enlarged fragmentary sectional view throught-ll of Figure 5, the motor being shown in its 'position for highforward speed.

.Figure v5 is a .partial elevational View,4 the section. being taken through A5--5 of Figure v4.

Figure 6 is a sectional viewsimilar-to Figure 4.-showing the vairplane motor in its'position` for high lift.

.Figure 7 is a fragmentary kperspective -View showing a drivingV blade-.and associated-air vane and their connections to a common tilting. means. vFigure 8is a perspective AView of afrotor emplayed in one yofthe .engine .units Figure 9 'is za. side. elevationaly viewi of the rotor structure, shown-mounted :on its sleeve and shaft, the sleeveiand shaft and-fa iportionfof the rotor heingshoWn `in section.

*Figure 10 "is an enlarged partial sectional, partial elevational 'view of a ldrive blade and adja-i centmounting `portion of the'rotor.

Figure 11 "is a fragmentary sectional view through I l-ll of'Figure l0. l

Figure `12 `fis a fragmentary sectional view through l2`|2 of-Figure'l. A

"Reference is'i'irst directed to 'Figure l. In this fugurel there is' illustrated by broken outline a plan view of an airplane. Within the fuselage ofthe airplane is` mounted a compressor 2 which is driven by amotor 3 supplied'with pressure fluid from a'power un'it. A cam shaft 5 controls the power unit 4 and is also employed to control propelling engine power units 6 mounted in each Wing, the cam shaft 5 being connected v"to the cam' shafts 'l of said propelling'engine power units by means of vchain drives'.

'The compressor driving motor and 'the power units are morelfully described 'in my copending application Serial No. 791,440,` led December 12, 1947. "In said application the 'power unitll vis disclosed as comprising La pair of combustion chambers@ 'mounted at'the extremities of a cam shaft housing l0. l'./iseries of camsl and control levers actuate the valve elements, ignition means an-dfuel supply tothe combustion chambers.

In the presentinstancathe propelling engine power units (iy are identical to the'power unit disclosed in my copending application except that a single combustion-'chamber 'is employed. Air from the compressor! lis supplied through a piping' system vto each combustion ychamber Vl! of the power units vl and "5. `"Th'er'power units 'are 'designed' to mix^fuel with the` air and burnuthe same to "produce "increased :quantities of .diuid unf'ierspressure'W-l'lic'li,l inthe :case of the 'power unit vfis fedthrough line Il'tothe. drive rmotor. 3. Thismotorsiasshown in myprevious -applicat'ion :isa slidingvane'type` of motor and-its shaft which connects with the'compressor/Zfis common to, or a part of; the. cam shaft 5; IThe several combustion .chambers are providedwith suitable exhaust lines' l2 to discharge "scavenging airfandexcesspressure fluid. l

"The power units 6 lare connectedby their Idischargellines Hato engine units I3 mounted in the wings of the airplane. In `the present in stance, apair of power units 6 is mounted in each wing -andl .locatedbetween them is .a pair tof .engine units I-3,.one'-adjacentzeach power unit. The pair-of engine units `thus Yprovided are spaced from each other and VVmounted. on a common a'XlS.

ffEach l:engine l.unit includes van annular rshell or housing f4, the interior of which denes an arcuate working chamber I interrupted by a sealing section IB. The side of the shell ad jacent the power unit S is covered by a side housing |1 having internal flange I8 which closes the side of the working chamber i5. The side housing I1 is provided with a cam track IS. A portion of the cam track confronts the internal flange I8 but is spaced therefrom by a pocket 2D. The side housing I1 of each pair of engine units is secured to a common sleeve 2| in which is tted a xed shaft 2|a. The extremities of the fixed shaft are supported by suitable brackets (not shown).

Journaled on the sleeve 2| within each shell i4 and side housing |1 is a rotor 2.2.v Each rotorl comprises a hub 23, a radiating web 24 and a rim 25. The web is provided with openings 26 for control levers to be described hereinafter. The rim of the rotor forms the radially inner wall of the working chamber I5 and confronts the sealing section I6. Suitable sealing rings 21 are provided in the shell I4 for engagement with the axial extremities of the rim 25.

The rim of the rotor 22 is provided with a series of equally spaced recesses 28 which are intersected by notches 2S cut into theaxial sides of the rim 25. Journal pins 3B extend axially into the notches 29. Each recess 28 receives a drive blade 3|. Each drive blade is provided with spaced bearing portions 32 which t the journal pins 30. A bracket arm 33 extends from each drive blade into a corresponding opening 26 provided in the web 24.

Each drive blade 3l is adapted to tilt between an extended position in which it conforms to the walls of the working chamber I5 and a retracted position -within the recess 28. Ea ch drive blade is provided with a peripheral sealing strip 3Qto be described in more detail hereinafter.

The radially inner end of each bracket 33 is attached to a control lever 35 which extends axially through the web 24- of the rotor, One ex, tremity of each control lever 35 is provided with a cam follower 36 which rides in the cam track I9. The other extremity of the control lever protrudes axially beyond the engine unit for connection to an air vane or air scoop 31. Each end of each air scoop is thus equipped with acontrol lever.

The air vanes 31 are mounted on a drum 31'8 which is provided with a central tube 39 sur rounding the sleeve 2| and secured to the hubs 23 ofthe pair of rotors 22 of the pair of engine units. Each air vane is mounted on a pair of journal pins 40 which are coaxia'lly disposed with respect to the tilting axes of the corresponding drive blades 3|. By this means the air vanes `are caused to oscillate between retracted positions conforming to the periphery of the drum 38 and extended positions.

The pair of engine units and the set of air vanes mounted therebeteween are iitted into recesses 4| provided in the leading edge of the airplane wing. The shell II4 0f each engine unit I3 is provided with a segmental gear 42 which is engaged by a pinion gear 43 mounted on at countershaft 44.

The sealing strip 34 ttedv on each drive bladel 3| is T-shaped in cross section and the leg of the T ts within a channel 45 formed in the periphery of the drive blade as shown best in Figures 10 and l1. The sealing strips are lubricated and urged into sealing contact by means of pressure fluid introduced through'passages 46 provided in each drive blade. The passages 46 communicate with channels' 41 provided in the bearing portions 32.

The rotor 22 is provided with cross passages 48 extending into the journal pins or lugs 30, which connect with radial passages 49 directed into the channels 41. The cross passages 48 are supplied by passages having tangentially disposed legs '50 and radial legs 5|, the inner ends of the latter communicating with a common channel 52 provided with the hub 23 as shown best in Figures 5 and 9.

The channel 52 communicates with a port 53 in the sleeve 2| which in turn communicates with a slot 54 in the Xed shaft 2|a.

The slot 54 connects with an axial passage 55 extending to an extremity of the shaft 2 la where it is connected to a source of lubricant fluid, not shown. v

Operation of my airplane motor is as follows: Pressure iuid produced in a manner such as described in my copending application is introduced into intake openings 56 provided in the starting end of each Working chamber I5. Exhaust uid is discharged through exhaust 51 at the closing end of each Working chamber. The cam track I9 is so arranged that, as each drive blade moves into the working chamber; that is, moves in a counterclockwise direction as viewed in Figures 4 and 6, the blade is tilted to its extended position -so as to form a moving wall of the working chamber. As each drive blade reaches the closing end of the working chamber, the cam track operating through the control lever 35 tilts the drive blade to its retracted position for movement across the sealing section I6. y

The air vanes are moved in unison with the drive blades but the arrangement of the control levers is such that the air vanes are extended as they move downwardly across the leading edge of the wing and rearwardly thereunder. The air vanes are caused to move to their retracted posi; tion as to approach the wing and maintain this position untilthey have cleared the upper end thereof. By adjusting the position of the engine units I3 through rotation of the control shaft 44, the position in its rotation at which each air vane is extended or retracted may be varied. In the extreme position shown in Figure 4, the maximum rearward and sustaining thrust is obtained from each air vane, and in particular it should be noted that each air vane closes immediately before traversing the airplane wing so that air which may be pocketed therein is forcibly ejected upwardly and rearwardly against the airplane wing to increase its lift. In an intermediate position, such as shown in Figure 6, the air scoops open as they move downwardly and produce maximum lift. The rearward thrust, however, is reduced. In the opposite extreme position of the engine unitsfrom that shown in Figure 4 the air scoops may open early enough in their cycle of movement to exert a forward thrust so as to produce a braking effect.

Having fully described my invention, it is to be understood that I do not wish to be limited tothe details herein set forth, but my invention is of the full scope of the appended claims.

I claim:

l. An airplane propulsion device comprising: a pair of rotatable and tilting blade drive units disposed in 'spaced relation about a common axis; a set of air vanes disposed between said drive units and connected with corresponding blades of said drive units to rotate and tilt therewith.

12. Anf airplane r propulsion'l device :comprising: a =pair vof drive units each including karrotorata stator, La' plurality .of fdrivezblades carriedbyl said rotor-:and means for tilting ssaidiblades .during rotationya common shaftfor said: drive units; adrum `mounted' onsaidshaft :between said `drive units .and rotatable witht-said rotors; :and .a plurality of vanesxpivotallyr mounted fon said ydrum and movable between a radially retracted and a 'radially extended Lfposition, said vanes being operatively connected with said blade tilting means. s

3. AAn airplane propulsion :device comprising: a rotatable fdrum; a:plurality of? air `vanvesipvotally; mounted thereonabout' vaxes parallel to the axis ofsaid drumandmovableibetweenaradial- 1y :retracted and-,aradially"iextendedfposition:f a drive -unit yfor' said :druman'dfvanes including a stator idefining an 'internal #arcuate working chamber and a partition.separating 'the extremities of --said-rchanrbeig-vafrotor mounted in said stator and connected with said drum, a plurality of blades pivotally mounted on axes coinciding with corresponding axes of said air vanes and located in the periphery of `said rotor, said vanes movable' between a radially retracted po'sition when'passing said partition andan extended position `v-when passing in vsaid Work chamber; tilting-.means common to said vanes and .'blades; and means. for supplying a pressure fluid to said work chamber and exhausting-.said.pressureiluid therefrom.

An. airplane propulsion device adaptedgfor installation at the leading edge .of ansairplane wing and comprising: a pair of drive units mounted in spaced relationv to'each other on a commonaxis disposed .substantially parallel to the leading edge of an airplanew-ing; afseries of air vanes tiltably mounted'between said drive units about axes planetary to said common axis, said air vanes being driven about said common axis by said drive units; and leverl and cam means for controlling tilting movement of said air vanes to cause each of said air vanes to extend radially during a portion of its rotation about said common axis and to retract during a complementary portion of said rotation.

5. An airplane propulsion device adapted for installation at the leading edge of an airplane wing and comprising: a pair of drive units mounted in spaced relation to each other on a common axis disposed substantially parallel to the leading edge of an airplane Wing; a series of air vanes tiltably mounted between said drive units about axes planetary to said common axis, said air vanes being driven about said common axis by said drive units; lever and cam means for controlling tilting movement of said air vanes to cause each of said air vanes to extend radially during a portion of its rotation about said common axis and to retract during a complementary portion of said rotation; and means for moving said cam means to'alter the locations at which said air vanes shift between their retracted and tractedand.' radiallyfextendedlpositions; fihousing means c :encompassing said @sets l of :drive vblades and 'deiining work chambersiinpwhich said `,drive blades move; :and 'imeanszjion supplying I .pressure fluidv to. `said Work: chambers. and-exhausting said fluid therefor, asa-idwork chambers zand drivesaid sets-oi iair vaneszand ldrive blades; lother' means definingA planetary axes on which' said air4 vanes .are mounted lwcoatrially with .said drive blades; :cam and `ilevergmeans common Vtossaid drive blades. V.andairvanesfortilting the same' about said planetarysaaxes .between radiallyretracted and radially-extended' positions; lhousing means encompassing said setsvof ydrive'rblades .and denning #work rchambers v in `which fsaid drive blades -move ;r jmeans .for supply-ing lpressure `fluid to said work"chambers and :exhausting saidfluid therefor, sai-d work `.chambers `and drivel yblades cooperating'to cause rotation of` said drive blades and air 'vanesfabout said centralaxis; and means for moving said housing and-:cam means about said' central axis to alter the locations .at which said `air vanes: and :drive vblades move-about their planetary axes.

8. An airplane;` propulsion rdevice,'rcomprising: a circular housing; a rotor therein; saidhousing and rotor defining an arcuate work chamber, said rotor -sealingly engaging said housing `between theextremities `of saidwork chambervmeans for introducing into andl exhausting from said-work chamber pressure luid; apluralityof drive .blades tiltable about ,planetaryy axes inthe periphery vof said rotor and movable between a retracted position within the periphery of said rotor and an extended position to form moving walls in said work chamber; means for extending and retracting said drive blades; a plurality of air vanes mounted externally of said housing for rotation about the axis of said rotor, said air vanes being tiltable about planetary axes coinciding with the planetary axes of said drive blades; and means operatively connecting corresponding air vanes and drive blades for simultaneous tilting movement.

9. An airplane propulsion device, comprising: a circular housing; a rotor therein, said housing and rotor defining an arcuate work chamber, said rotor sealingly engaging said housing between the extremities of said work chamber; means Afor introducing into and exhausting from said work chamber pressure fluid; a plurality of drive blades tiltable about planetary axes in the periphery of said rotor and movable between a retracted position within the periphery of said rotor and an extended position to form moving walls in said work chamber; means for extending and retracting said drive blades; a plurality of air vanes mounted externally of said housing for rotation about the axis of said rotor, said air vanes being tiltable about planetary axes coinciding with the planetary axes of said drive blades; a tilting cam means carried by said housing; a cam follower; and levers common to corresponding air vanes and drive blades and connected with said tilting cams to effect simultaneous tilting movement of said air vanes and their corresponding drive blades.

10. An airplane propulsion device, comprising: a circular housing; a rotor therein, said housing and rotor dening an arcuate work chamber, said rotor sealingly engaging said housing between the extremities of said work chamber; means for introducing into and exhausting from said work chamber pressure uid; a plurality of drive blades tiltable about planetary axes in the periphery of said rotor and movable between a retracted position'within the periphery of said rotor and an extended position to form moving walls in said work chamber; means for extending and retracting said drive blades; a plurality of air vanes mounted externally of said housing for rotation about the axis of said rotor, said air vanes being tiltable about planetary axes coinciding with the planetary axes of said Vdrive blades; a tilting cam means carried by said housing; a cam follower; levers common to correspending air vanes and drive blades and con'- nected with said tilting cams to effect simultaneous tilting movement of said air vanes and their corresponding drive blades; and means for turning said housing and cam means about the axis of said rotor to vary the locations at which said air vanes and drive blades move between their extended and retracted positions.

. 11. An airplane propulsion device for aircraft, comprising: a rotatable drumstructure adapted to be set into the leading edge of an airplane wing and rotatable about an axis normal to the direction of movement of the wing in night; means for rotating said drum, said means involving a pair of tilting blade-type pressure fluid motors; a plurality of air scoops rotatable with said drum and tiltable about axes planetary to the axis of said drums; and means common to the blades of said motor for tilting said air scoops to move them between radially extended and radially retracted positions, said means operable to extend said air scoops as they move downwardlyand rearwardly and to retract said air scoopsas they traverse the airplane wing.

l2. An airplane propulsion device for aircraft, comprising: a rotatable drum structure adapted to be set into the leading edge of an airplane wing and rotatable about an axis normal to .the direction oflmovement of the wing in night; a pair of tilting blade-type pressure iluid motors for rotating said drum; a plurality of air scoops ,rotatable with said drum and tiltable about axes planetary to the axis of said drum; meanscommon to the blades of said fluid motors for tilting said air scoops to move them between radially extended and radially retracted positions, said means `operable to extend said air scoops as they move downwardly and rearwardly and to retract said air scoops as they pass traverse the airplane wing; and apparatus operable to shift the position of said tilting means about the axis of said drum.A

FRANK M. CHRISTIAN.

REFERENCES CITED The following references are of record in the le of this patent: j

UNITED STATES PATENTS Great Britain 1910l 

